Tubular fuselage



J. T. THOMPSON.

TUBULAR FUSELAGE.

APPLICATION FILED JUNE 30,1919.

1,346,993. Patented July 20, 1920.

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.59 $0M, fiMq 'wA/m W. 252:5 (ltia 7 7? ya J. T. THOMPSON.

TUBULAR FUSELAGE.

' APPLiCATlON FILED JUNE 30, 1919.

Patented July 20, 1920.

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Patented July 20, 1920.

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J57? I T 1 7027771192 UNITED STATES JOHN TALIAFERRO THOMPSON,

PATENT OFFICE.

or NEWPORT,- KEnTUeKY, nssreivprt' or ONE-HALF TO THOMAS F. RYAN, 0F YORK, N. Y.

TUBULAR Specification of Letters Patent.

FUSELAG-E.

Patented July 20,1920.

"Application filed June 30, 119. Serial No. 307.740.

1 upon the shell of the fuselage, I am not aware that it has been possible to decrease to any appreciable degree the compressionof air at the nose of the fuselage or the vacuum formed at the tail. Both the compression at the nose and the vacuum at the tail have a strong retarding action which multiplies rapidly with the speed) ofthe aeroplane. v 7

One of the principal objects of my invention therefore is to improve the construction anddesign of aeroplane fuselages whereb aeroplanes may be operated at greater'spee with greater .economy, and with greater safety. A further object of the invention is to provide adequate'means for air-cooling aeroplane engines and for governing the amount of such cooling in accordance with temperature and altitude conditions. A still further object of the invention is to progi idlel means for stabilizing aeroplanes'during 11 one aspect the invention involves the provision of a fuselage for an aeroplane whichis tubular-in construction. The fuselage is formed with an'inner and outer shell, the space between these shells serving as an annular air duct extending from the nose-of the fuselage to the tail. The navigators and observers seats are positioned within the inner shell. The pointed nose' of the fuselage, is formed separately and may be moved longitudinally within the inner tubular shell, closing the nose of the fuselage'and thereby directing all air currents around the fuselage when the nose is extended, and p rmitting a portion of the air currents to w through the annular air duct of-the fuselage when the nose is drawn inwardly. The adof which the followingv acts as a brake and progovernmg the speed of the landlng or other maneuvers justable nose thus vides a means for aeroplane for within limits. v In another aspect the invention involves the provision of a fuselage for an aeroplane having anaxial air duct extending from the nose to the tail of'the fuselage which may serve as a means for conducting air currents past the engineforkeeping it cool and as a housing for stabilizing means. the duct to be closed for the purpose of reducing thespeed of the machine ting oil the cooling air currents from the engine when'flyinglin high altitudes, gates are provided which may be operated from the n'avigators cockpit. 1 t

In order that the nature of my invention may be more clearly understood, I have illustrated certain embodiments thereof in the accompanying drawings, in which Figure 1 is. a plan view of an embodiment of my invention showing a tubular fuselage having an annular air duct extending from the nose to the rear end, and an adjustable nose- Fi 2 is a detail of the fuselage illustrated in Fig. 1 showin the nose drawn inwardly to open the annu ar air duct;

Fig. 3is a section on line 33 of F 1g. 1 sliowing the position and arrangement of the navigators cockpit within the fuselage;

Fig. 4 1s a horizontal section through a V. fuselage constructed in accordance wlth' a further embodiment of the invention;

Fig. 5 is a vertical section through the fuselage shown in Fig. 4.;

To enable or for cut- Fig. 6 is a transverse section taken on I line 66 of Fig. 4.;

F 7 is a partial section taken on line 7-7 of Fig. 4;

Fig. 8 is a horizontal section through a modified form of fuselage showing another arrangement, fordrawing cooling air currents past the engine; I

Fig. 9 is a transverse section taken on hne 9\9 of Fig. 8; v L Fig. 10 is a verticalsection through a further modified form of fuselage;

Fig. 11' is a transverse line 11-11 of Fig. 10; and

Fig. 12 is a longitudinal section of a fuselage in which gyro-stabilizers are mounted.

section taken on illustrated having a fuselage 1, wings 2 and 3, tail 4, landing wheels 5 and engines 6. The fuselage is-tubular in form having an outer stream-line shell 7 and an inner shell or tube 8. The inner and outer shells are suitably interconnected to form a unified rigid structure extremely resistant to longitudinal and lateral stresses which thereby permits a lighter design for the same strength and weight of parts. The inner shell 8 may be covered with treated cloth, thin light metal, wood or any suitable material. Located within the inner tube 8 is acockpit 9 provided with seats 10.

The nose -ll ofthe fuselage is separate from the outer shell 7 and movable longitudinally with respect thereto, being slidable within the'inner tube 8 as indicated by dotted lines in Figs. 1 and 2. The nose 11 may for example be adjusted from the cockpit by means of an axial shaft 27 having threaded engagement with nut 28 carried by the nose l1 and turned by hand wheel 29. In Fig. 1 the nose 11 has been shown in its extended position in which the nose 11 and outershell 7 of the fuselage form a'continuous smooth surface and in which the annular air duct 12through thefuselage formed between the inner and outer shells is closed. In Fig. 2 the nose 11 has been shown as retracted within "the tube 8 thereby opening the air-duct 12. The direction of "air currents through and-(past the fuselage when the aeroplane is in flight have been illustrated by arrows in Figs. 1 and 2. In Fig. 1 with nose '11 extended all-air currents are 'di-' rected around the fuselage and in Fig. 2

with the-"nose retracted the air currents pass both around and through the fuselage. It

is therefore obvious that when the nose is retracted as shown in Fig. 2 and air is allowed ,to flow unrestrictedly throu h the annular air duct- 12, the fusela e0 ers much less resistance to the air an the speed of the aeroplane is consequently increased.

This. arrangement reduces the head resistance and relieves the condensation of 'air. at

the nose and the vacuum at the tail fusela e.

In igs. Ito 7 inclusive my invention appliedto a of the I have shown wheels 5 and en ine 6 are attached in the usual manner. he fuselage 13 is provided with an outer shell 14 having the usual stream-lines and with an inner tubular shell 15 suitably connected together to form a uni 'fied, strong structure.

The inner; shell 15 is substantially cylindrical throughout its length but flares outwardly at its forward end to afford space for the engine 6 which has its cylinderslo'cate'd within the tubular shell 15. The tube is enlarged around'the engine to such an extent asto make the effecdifferent type ofaeroplane. 13 designates the fuselage of an aeroplane to which wings-2, tail 4, landing tive cross section of thetube substantially constant throughout its length. The fuselage 1 is provided with two cockpits 16 on either side of the tube 15 and extending be-- in high altitudes or when the temperature is low in order not to cool the engine below a proper operating temperature. This I accomplish by providing oppositely movable gates 19 and 20, shown in Fig. 7, slidableon the tracks 21 and 22 and conjunctively' operated by a rock shaft 23 connected to-the gates by links 24 and 25. The rock shaft may be conveniently operated from one of the 'cockpit's by a hand wheel 26. The gates are shown in their closed position iIhFlg. 7, by full lines, and in their open position, by dotted lines. In addition to serving as means for shutting off the stream of cooling air from'the engine, the gates also serve as a brake for retarding the speed of the aeroplane as the air is rapidly condensed in front of the gates and within theforward end of the air duct 18.

In Figs. 8 to'11 inclusive I have shown other arrangements of the engine within the fuselage further illustrative of the genus of my invention. As illustrated the engine 6 is positioned within the outer shell 14 and'below the inner shell 35 with itsc linders extending upwardly on eithersi e of the shell 35. J

In Figs.- 8 and 9 the inner shell 35 is formed as a Venturi tube 38 and provided with two branches 36 and- 37 connected thereto at the throat and extending forwardly t'o'the nose of the fuselageinclosing be desirable to close theair duct 18 as when operating the machine the engine cylinders. Air rushing rear- 'wardly through the tube 38 thus sucks air through the branches 36 and 37.".past the engine cylinders. nstead of branches such as 36 and 37 p each cylinder may be provided with an in dividual duct such as 39 extending rearwardly from an opening 40 in the bottom of. the fuselage up around theeylinder and connecting with-the central duct 41.- The forward motion of the aeroplaneforces air rearwardly through the ducts 39 pastthe engine cylinders. and upwardly against the upper wall of the central duct 41. The

upward movement of the air not nly'cools 20 and having an the. engine but due to its. upper pressure against the duct 41 aids in sustaining the aeroplane. l v In Fig. 12 I have shown a tubular fusev lage of substantially the same type as disclosed in Figs. 4 and 5 but provided in addition with helical screws 41 and '42-mounted for rotationwithin the axial air duct which extends from the nose to the tail of' the fuselage. The screw 41 is provided with a shaft 43 extending axially through the air-duct 18 which is ournaled in spiders 44 and 45 secured to the walls of the duct at either end thereof. "Journale'd upon-the shaft 32 by webs 46 and 47 is a drum 48 of slightly less diameter than the diameter of the duct 18. The drum is provided upon its inner surface with an annular spiral ,screw 42 pitched oppositely to the screw 41 I inside diameter slightly larger than the outside diameter of screw 4].. The screws beingoppositely pitched are caused to rotate one within .the other in opposite directions when currents of air rush through the duct 18, and therefore conjointly act as a stabilizer for the machine. If desired the screws may be geared to the engine and driven thereby, and if driven at a sufiicient speed would then serve both as stabilizers and as propellers.

It is therefore apparent that'I have provided a tubular fuselage which .permits air currents to pass therethrough thereby appreciably cuttingdown the head resistance of the aeroplane,- reducing the vacuum at the tail and increasing the sustaining power of the aeroplane. In consequence a decreased consumption of gasolene results for the same or even greater speeds or-where it is not desirable to increase the speed, a

, smaller enginemay be employed. As a;

further consequence the increased sustaining power which results from the employment of my tubular fuselage enables the reduction of thewing areas.

The air currents which pass throughdthe fuselage may be caused to cool the engine in their passage or due to their hi h velocity caused to act as a stabilizer fer the 50'aeroplane thereby rendering. the aeroplane less susceptible to sudden gusts of air.-

Where additional stabil'zation is desired the air-duct may be further employed, as I have disclosed to house mechanical stabilizers driven either by the air currents or by direct connection with the engine.

While I have shown an adjustable nose associated only with the embodiment illus trated in F ig. 1 it is apparent that such a :0 nose could also be employed in connection with the embodiments illustrated in Figs. 8

to 11. Similarly the mechanical stabilizer disclosed in Fig. 12 might also be mounted in the air duct of the embodiments of-my 5 invention disclosedin Figs. 8 to 11.

:simultaneously changing the contour of While I have described myinvention as applied to air-plane's, it is applicable to fast moving vehicles operatable either in the air, on land, on or under water, as for example, dirigibles', automobiles, motor- '70 boats, submarines, etc.

\ I claim:

*1. In an air-craft, a fuselage comprising anouter shell, and an inner shell, said shells I being so arranged as to provide a lo'iigitudinal air-duct through said fuselage, and a cockpit disposed in the spacebetween said shells.

2. ,In an air-craft, a fuselage comprising an outer shell having a stream line contour, and an inner shell, said shells being so arranged as to provide a longitudinal air-duct through said fuselage, and a cockpit disposed on each side of said inner chamber in the space bet-ween the shells.

3..In an air-craft, a fuselage comprising an outer shell having a stream line contour,

an inner shell, said shells being so arranged as to provide a longitudinal air-duct through said fuselage, and means located at the for- I ward end of the fuselage for opening and closing said air-duct.

- 4. In an air-"craft, a fuselage comprising an outer shell having a stream line contour, an inner shell secured ,therein, said shells being so arranged as to provide a longitudinal air-duct through. said fuselage, and means for opening and closing said air-duct and said outer shell.

-5. In' an air-craft, a fuselage comprising an'outer'shell, an inner shell secured therein, said shells being so arranged as to provide a longitudinal air-duct, and an adjustable nosefor said fuselage which initsextended position completes the outer shell of the fuselage closing said air-duct, and which in its retracted position opens said air-duct.

,6. In an air-craft, a fuselage comprising an outer shell, an inner shell secured therein, said shells being so arranged as to provide a longitudinal air-duct, and a nose for said fuselage longitudinally adjustable within said inner shell, which in'its extended position completes the outer shell of the fuselage closing said air-duct, and which in its retracted positionopens said air-duct.

. In an air-craft, a fuselage having a longitudinal air-duct therethrough, and a stabilizing means mounted therein compristo said chamber, and a longitudinal duct ex 130 tending rearwardly from said chamber to exhaust the air.

10. In a vehicle of the characterreferred to, a body having an engine chamber, a plurality of air-ducts extending obliquely through the lower side of said body to admit air to said chamber, and a longitudinal duct extending rearwardly from said chamber to exhaust the air.

11. In an aircraft, a fuselage having a 10 longitudinal air-duct therethrough," and a plurality of rotatory air-screws disposed in said duct, the vanes of said screws being pitched in opposite directions.

Signed by me at Boston, Massachusetts 15 this 26th day of June 1919.

JOHN umrmc'ruomrsor. 

